Locomotive bell ringer



Nov. 25, 1930. D. s. ELLIS ET AL 1,782,844

LOGOMOTIVE BELL RINGER Filed May 5, 1928 3 Sheets-$heet, 1

A INVENTORJ M patina; I

BY 0. JZ w I ATTORNEiLS' D. S. ELLIS ET AL iocomo'rlvfi BELL RINGER Now. 25, 1930.

Filed May 5,' 1928 3 Sheets-Sheet, 2

INVENTO S Jzuwy ATTORNE ,7

Patented Nov. 25, 1930 m-En (STATES DANIEL SAYER ELLIS, OF HACKENS ACK, NEW JERSEY, $1.1M) CHARLES JAI VIE SIZUSY, YONKERS, NEW 'YOBK,ASSIGNORS, BY MESNE ASSIGNMENTS; 'IO ARDCO MANU- rAorUnINGcoMreNY, or nonoxnn, nnwa'nnssy, aconronarronor DELAWARE LOCOMOTIVE- BELL RINGER p Application filed May 5,

V The present invention relates to improvements lIl locomotlve bell ringers, and has for an object to provide an automaticbell ringer for locomotives in whicha fluid expanslon motoris employed, in conjunction with the usual compressed air source of thelocomotive. It is another object of the present invention to provide a compactmotor suitable for mounting in conjunction with a locomotive bell in which the moving parts are few, simply constructed, andoperating in accordance with a simple plan for eilicientlyachiev-' ing the rocking of the bell, and the cushioning and arresting of the bell at the end of its movement. 1

1 With the 'foregoing ahd other objects in' View, the inveiitionwill be more fully described hereinafter, and will be more par-' ticularlypointed out in the claims appended hereto. H i v u I In the drawings, wherein like symbols refer to like or corresponding parts throughout the several views,

f .Figure 1 is a side elevation of a locomotive bell and the improved bell ringing attachment constructed according to thepresent invention.

Figure 2 is a front elevation thereof.

1 Figure Sis alongitudinal section,taken on an enlarged scale, through the bell ringing motor, 1 V

.Figure 4 is anendlview of the same.

Figure 5 18311 end view-of the cylindrical .valve.

c Figure is anend view oft-he valve cap, and

A .QFiguresT to12 inclusive are diagrammatic ""VIBWS showing 1 a movements of the device;

injseries the successive phase Referring more particularly to. the drawings, the bell is; represented at 14 as being I earried by the yoke 15 mounted in thebearing "arms or ha'ngersf16; and 17 represents a crank for rocking the yoke and bell, the crank rlf being coupled to the improved motor as through'a link or connecting rod 18. .As

.shown in Figure 3 the rod 18 is provided with c an enlarged externally threaded and socketed .head 19 to receive the internally threaded {coupling collar QQ haVinga complemental provided; All of thesepassages o 1928. Serial no. 275,385. I

socket, 21 tor cooperating with the socketed head 19 to receivethe universal ball '22 between these parts." The ball 22 is carried by} a threaded bolt or-stemf24 carrying the adi end of the cylinder i 29; .y This cylinder is provided with the perforated webs or flanges 30 by which it is boltedor otherwise secured to. abracket 31, shown in Eigure 2 and mounted atanappropriateplace upon the locomotive. I The otherend of the cylinder 29 is norinally closed byfagscrewthreaded cap 32 which may be removed to give access to the interior parts. The cylinder is provided with an inlet 33 for compressedair and with a vent 34 to; atmosphere. W ithin the cylinder, and a slidably' mounted therein is a cylindrical valve35 and within the valve 35 and slidable elativelythereto is a piston 36 carriedby the piston rod 27.

The piston 36 1s confined within thevalve by an inwardly projecting flange. 37 of the a valve at one end and by a screw threaded or other removable valve ca es at theother end, through which the piston is introduced valve to be slid off the piston rod 27 when said valve cap 38 is removed.

and removed; or rather which permits the i .Thepiston rod 27, piston 36Jand1thecy "lindrical valve35 maybe provided with appropriate packing rings to avoid leakage. a The valve near one end is provided with the "annular inletchannel 39 Whiclncommuni- "cates with a radial passage 40,'connec ting at its inner" end with the longitudinally extending passage 41. This passage41 isclosed 1 at" its forwardendby a removableplugg42 togive access for cleaning the passage when .desired.. its rear endthepassage 41 conimunicates with the interior "piston space of the cylindrical valve... y a y The cylindrical valve is also traversed by one ,or more longitudinaljpassages L3. As

shown in Figure 5, three such passages are through the front face of the cylindrical valve and are in open communication at all times with the forward chamber 44 within the cylinder 29. The rear face of all of the passages communicate with an annular channel 45 opening through the peripheral face of the cylindrical valve. This channel 45 is arranged just forwardly of a third annular channel 46 made in the valve and opening through the peripheral face thereof and in comlnunication through a passage 47 with the interior piston space of the cylindrical valve at the rear portion thereof.

The annular channel 39, radial passage 40 and longitudinal passage 41, constitute, with the intake 33 an inlet port for compressed air, it being understood that the nipple 33 is coupled with the compressed air supply of the locomotive or with any other source of expansible fluid medium.

The various passages 43 and the annular channel 45 constitute a vent and exhaust port and the channel 46 and passage 47 also constitute an exhaust port in connection with the vent 34.

In operation, the initial position of the device is shown in Figure 3, wherein the annular channel 39 of the valve registers with the compressed air inlet port 33. The compressed air entering the passages 40 and 41 gains access to the rear end of the piston 36 and acts to shift it forwardly to the position, shown in Figure 7 where it engages the flange 37 of the piston. The further movement of the bell, due to acquired momentum will pull the piston 36 and with it the valve 35, as shown in Figure 8. During the forward movement of the piston 36, air in the forward chamber 44 is expelled through the passages 43, annular channel 45 and the vent 34.

As soon as the piston 35 is moved forwardly, the communication with the intake is destroyed and in the course of the movement, the annular channel 46 is brought opposite the vent 34. This position of the parts is shown in Figure 8. i The inner chamber in back of the piston 36 isthus evacuated.

-As the bell continues to swing forwardly, it pulls with it the valve to the position shown in Figure 9. Here the annular channel 45 is brought into communication with the inlet 33, whereby compressed air is supplied through the passages 43 to the interior chamber 44 for the purpose of cushioning the final movement of the bell and to gradually bring the bell to a stop. As thebell swings back,it initially moves the piston 36 back relatively to the valve, as indicated in dotted lines in Figure 10. The entrapped air within the valve will build up into a cushion before the advancing plunger 36 and when this compressed air is sufiicient to overcome, the friction between the valve and the wall of the outer cylinder, the valve is carried back.

During the course of return movement, the parts will arrive in the position indicated in Figure 11, where the channel 46 is again placed in communication with the vent 34. The entrapped air is thus allowed to escape and the piston moves the short remaining distance against the end cap 38 of the valve and restores the valve to the initial position, shown in Figure 3, in which the intake port is in communication with the compressed air source. The operation is thus automatically repeated.

It is obvious that various changes and modifications may be made in the details of construction and design of the above specifically described embodiment of this invention without departing from the spirit thereof, such changes and modifications being restricted only by the scope of the following claims.

hat is claimed is 1. An improved locomotive bell ringer comprising a cylinder having an inlet at the central portion thereof, and an exhaust near one end thereof longitudinally and angularly offset from the inlet, a hollow slidable valve mounted in said cylinder and having inlet, exhaust, and venting annular channels in the periphery thereof, said inlet channel being located to the forward portion of the valve and said venting and exhaust channels being located to the rear portion of the valve, a piston connected to the bell and movably mounted within said valve, said valve having passages setting up communication between the inlet and exhaust channels and the space behind the piston, said valve also having passages connecting the forward portion of the cylinder with the venting channel of the valve.

2. An improved locomotive bell ringer comprising a cylinder having an inlet and an exhaust, a hollow movable valve in said cylinder, a piston mounted within and movable relatively to said valve and coupled to the bell, said valve having an inlet passage communicating at its inner end with one side of the piston and adapted to register in one position of the valve with the cylinder inlet, said valve also having a second passage communicating at its inner portion with the cylinder at one side of the valve and adapted at its outer portion to register in one position of the valve with the cylinder exhaust and at another position of the valve with the cylinder inlet, said valve having a third passage in communication at its inner portion with one side of said piston and adapted at its outer portion in one position of the valve to register with the cylinder exhaust.

An improved locomotive bell ringer comprising a cylinder having spaced inlet and exhaust ports, a hollow slidable valve mounted in said cylinder, a piston connected rear portionof the valve and adapted in one to the bell andslidably mounted within said valve, said valve having a passage communicating at its inner portion with the space behind the piston and opening at its outer portion through the periphery of the valve near its forward end in position to register with the cylinder inlet when the valve is in one position, said valve "having a second passage 1n communlcatlon at its 111- nerr end with the forward portion of the cylinder at its outer end opening through the periphery of the valve near the position of'the valve to register with the exhaust port of the cylinder and in another position of the valve to register with the cylinder inlet port, said valve having a third passage near the rear end thereof coinmnnicating at its inner portionwith the interior space of the valve behind the piston and at its outer portion opening through the periphery of the valve and adapted to register in one position of the valve with the exhaust port of the cylinder. I

In testimony whereof we affix ourvsignatures.

DANIEL S. ELLIS. CHARLES J. ZUSY. 

